Air-brake equipment for cars.



PATENTED JUNE 16, 1908.

H. ROWNTREE. AIR BRAKE EQUIPMENT FOR CARS.

APPLICATION FILED MAR. 30, 1907.

H woe Wco'c I on one of the cars should fail to brake rigging,

and arrangement, such HAROLD ROWNTREE, OF CHICAGO, ILLINOIS.

AIR-BRAKE EQUIPMENT FOR CARS.

Specification of Letters Patent.

Patented June 1c, 1908.

Application filed March 30,1901 Serial No. 365,554.

To all whom it "may concemr Be it known that I, HAROLD Rown'rnnn, a citizen of the United States, residing at Chicago, in the county of (look and State of Illinois, have made a certain new and useful Invention in Air-Brake Equipments for Cars, of which the following is a specification.

This invention relates to air brake equipment for cars.

The object of the invention is to provide an air brake equipment for cars, and, particularly, equipments for cars designed to be connected up as multiple units in a train, each car having 7 well as its own brake equipment, but coupled u to the brake systems of the other cars in tlife train.

A further object of the invention is to pro-V vlde an air brake equipment of the nature referred to wherein, in case the pump on any car breaks down, or is, for any reason, thrplwn out of commission, then the tank on suc through the train pipe from the tanks and pum s on the other cars. I

A rther object of the invention is to provide means for equalizing the pressure throughout the train of cars in case the pump operate; Other obj ects'of the invention will appear more fully hereinafter.-

The invention consists substantially in the construction, combination, location, and relative arrangement of parts, all as will be more fully hereinafter set forth, as shown in the accompanying drawing and finall pointed out in the appended claims.

The single view of the accompanying drawing-shows diagrammatically with' parts in section, an air-brake equipment for a single car, embodying the principles of'my invention.

In carrying out mydnvention I equip each car with a pump A, a governor B, apressure tank 0, a train pipe or pressure controlmech generally by reference sign E, a brake cylinder F, and not shown, pperated thereby. These parts may be of the usual or any well known, suitable or convenient construction as is ordinarily enianism, indicated D, a triple valve ployed in apparatus of tice, however, I prefer to employ a train pipe or pressure control mechamsm of such conits own pump and tank, as

car may be supplied with pressure tion to the train pi e pres'sure.

this kind. In pracstruction and arrangement as to operate ausure uniform, such pressure always bearing a definite relation to the position of the control handle regardless of leakage'at any oint in the system, regardless of the length 0' time the control handle remains in the position which it occupies, and regardless of whether it has been ,moved in one direction or the other to cause an increase or a decrease'of the previously maintained pressure; I have shown such control mechanism but do not claim the same herein as it forms the sub- 365,552, filed March 30, 1907. I also refer, in practice, to employ a triple valve w 'ch is operated automatically under theconjoint action of the train pi e pressure, the brake cylinder pressure, and an independent force arranged to oppose the action thereon of the train pi e ressure, and therefore, a triple valve w lie automatically adjusts itself to maintain uniform pressure in the brake-cylinder in exactly inverse relation and proporhave shown such a valve, ut do not claim the same herein as it forms the subject matter of another application Serial No. 365,551, filed March 30, 1907. And while I have shown a control mechanism, and triple valve, of the nature referred to, and prefer to use them, still, my present invention is not to be limited or restricted to the use of. the same, as other forms, constructions, and arrange ments may be em loyed without departure from the spirit and scope of my present invention.

In addition to the parts of the equipment above mentioned, I also supply each car with an equalizing valve, indicated generally by t reference sign G, a ,cutoff valve H, and suitable pipe connections which I will hereinect of a separate application Serial No. I

after explain in the relation, arrangement and connectionsthereof, necessary and suitable forthe accomplishment of my objects and purposes. A

Reference sign 1, designates a pipe on each car and adapted to be connected at each end thereof through hosecouplings 2, to corresponding pipes on the next adjacent cars,

ereby constituting the train pipe. A p1pe 3, delivers from the train ipe 1 to the end of The pressure the casing of the triple va ve.

J, is opposed thus imposed upon the piston by any suitably arranged pressure medium,

cylinder and to the equalizing valve G, re-' spectively. A pipe 4, connects the train pipe 1, and tank C. In this connection is arranged a check valve P, which is arranged Between the to seat toward the train pip an O, a pipe 5, de-

check valve P and the t I livers from the said pipe 4, to the triple valve casing, such connection being controlled by the triple valve.

- The operation of the apparatus so far described 1s as follows; supposing that a train I pipe pressure of 70 pounds is required to hold said valve in position to open the brake cylin der to exhaust, and to close the connection 5. Now suppose the train .pi e pressure is lowered to 60 pounds, then t e triple valve will operate, first to. close the exhaust port connection L, then tov open the tank connection 5, to the brake cylinder through the connection M, and to the equalizing valve through connection N. If the tank pressure tends to fall below the train pipe pressure then the seen that by means of the opposin sures on the triple valve aflorded valve.

valve P, will unseat. and-the train pipe pressure is admitted through connection .5, to the triple valveand brake'cylinder. It will be presy the train'pipe ressure through connection 3 assisted by the brake cylinder pressure operating between the pistons and the op osing medium, as, for instance, the spring the position of the valve automatically adjusts itselfaccording to variations in the train pi e pressure, whether produced by the mani ation of the controlling yalveor by lea age at-any point in the system. The tank C, is connected through pipe 6, with the controllin "mechanism D, and a pipe 7, leads from t e controlling mechanism to the train pipe 1, and constitutes a branch of said trainpipe; from pipe 7, leads a pipe con: nection 8, which communicates witha ort 9, of the equalizing valve casing. Also om pipe 8, a pipe connection 10, leads to the chamber 11, at one end of the equalizing 12 or other pressure device. A chamber 15 at the other end of the equalizing valve cas- In this chamber is arranged a spring in the drawing. The pipe N, from the triple valve delivers to a port 16, of the equalizing valve; A pipe 17, extends from chamber 15, to the cut-oil valve casing 18. A pipe 19', connects the equalizing valve port 9, with the cut-off valve casing, and a pipe 20, con

nects. the equalizing valve port 16, with a port opening 21, in the cut-oflt' valvecasing and controlled by the cut-ofi valve 22. The cut-off valve 22, has a passage 23, which con nects' through a pipe 24, with a port 25, of the equalizing valve. The cut-ofi valve 22, is-

normally held in the. position shown in the drawing, by means of a spring 26, or other means, while a yielding stop device 27 limits the movement of said valve, said stop device being operated onby a strong spring 28.

In-practice the pump A may maintain an train pipepressure of 70 pounds is sufficient for this purpose- Now, with the various parts occupying the relative positions as shown in the drawing, that is, with the train pipe pressureso regu ted that the brakes are entirely released, su pose it is desired to make application of the brakes. To accomplish this. the train pipe pressure is reduced, say to 60 pounds; Thereupon the triple valve J moves to the right, closing exhaust port L, and "opening the tank connection 5, through ipe M, to the brake cylinder F, and hence e ecting an a plication of the brakes. At the same time t 1e tank pressure is admitted through pipe N, to port 16, and pipe 20, to port 21, of the cut-o valve, and passage 23 therein. This pressure causes the cut-off valve 22, to move towards the right, against-the action of spring 26, thereby uncovering the connection 19 in the cut-oil valve casing, and hence admitting the train pipe pressure to the cut-off valve through .pipe 8, ort 9, and pipe 19. This pressure causes t 1e cut-oil valve to bear firmly a ainst its yielding stop 27. It will be remem ered that when this operation takes place the train dpipe pressure has been reduced to 60 poun 5; pressure or less in order to effect an application of the brakes. Now,suppose it is desired to release the brakes. To accom' communication between the pi es 19, and

17, through port 21, thereby (irectly connecting the tank and train pipe, as follows: from the tank 0, through pipe 4, pipe 13,

chamber 15, of the equalizing valve, )ipe 17, port 21, pi )e 1.9, port 9, and pipe 8. 'lhis operation will take place on every car of the train since all the brakes are released when the. train pipe pressure is pounds, in the example given. The tank pressure being, as above noted, from to pounds, it will be seen that the tank pressure is at once suplied from each car into the train pipp, and ience an'eq ualization of pressure in the tanks and train pipe takes place instantly throughout the entire train, and hence any tank having a lower pressure than that of the other tanks, due to any stoppage of its pump or other derangement, is again supplied with pressure which is thus equalized throughout the train. 7

As soon as the equalization of. pressure throughout the tanks and train pipes of the train is accomplished, the time required therefor being only a few seconds, the pressures on opposite ends of the equalizing valve, afforded by the tank connections 13, and the trainpipe connection 10, respectively, balance each other, and hence the tension of the independent pressure medium acting upon the equalizing valve, in this instance the spring 12, becomes effective to shift said valve 14, towards the right, thereby closing the connections of pipes 17, and 19, to the tank and train pipe, respectively, and bringing port 25, into connection with .pi )0 N, the triple valve and exhaust L, there y withdrawing all pressure against the end of the -cut-o 'l' valve in opposition to the springs 28,

and 26. Instantly this is done said springs become ell'ective to return or restore the cutoll valve 22, to its normal or initial cut oil position, ready for the next operation.

It will be observed from the operations described that all the tanks throughout'thc train are now cut oil' from the train pipe ex cept through the control mechanisms 1), and hence no air can enter the train pipe from any tank. hen, however, the train pipe pressure is again lowered, the equilibrium of the tank and. train iipe pressures on opposite ends of the equalizing valve is destroyed and hence, under the influence of the tank pressure, said valve 14, is again moved to its initial position, as shown in the drawing, but the cut-ofl' valve, -which has previously returned to its normal or initial position, as above described, cannot be moved until a sull'icicnt reduction of train pipe pressure tocause an application of the brakes takes place. I

In case the tank pressure is below that of the train pipe, or in case the tank and train pipe pressure on any car should equalize before the train pipe pressure reaches its maximum, thereby causing the equalizing valve to be inopportunely operated, the check valve 1?, will operate to admit the excess of train pipe pressure to the tank, and hence avoid the undue operation of the equalizing valve preventing the tank pressure reaching its maximum.

From the foregoing description it will be seen that I provide an exceedingly simple and efficient air brake cquipn'ient for cars, wherein each car is supplied with its own equipment, and wherein equalization of pressure takes place throughout the train in case any one or more of the pumps on (litterent cars should become disabled orthrown out of commission, thereby providing, in each emergency, ample supply of pressure throughout the train for the operation of the brakes, and with only a single hose (50111100- tion between adjacent cars.

' While the arrangement above described is Well adapted for use generally on cars, it is specially adapted for use on electric cars for use in trains, as in elevated, sub-way or underground, or surface interurban use. I do not desire, however, to be limited or restricted in this respect.

While I have shown and described a specific construction and arrangement of mechanism embodying the principles of my invention, it is to be understood that many variations and changes in the detai s thereof might readily occur to persons skilled in the art and still fall within the spirit and scope of my invention. -In its broad aspect, therefore, my invention is riot to be limited or restricted to the exact and specific details of construction and arrangement shown and described; but

Having now set forth the object and nature of my invention, and a construction cmbodying the principles thereof, and having explained such construction, and the purposes, objects and operation thereof, "what I claim as new and useful and of my own invention and desire to secure by Letters Patent is:

1. In an air brake equipment for cars, the combination with a main pressure tank. a brake mechanism, pipe connections therebetween, a valve for controlling said connections, a train pipe also having pipe connections with the main pressure tank, and pipe connections between the train pipe and valve, of means for equalizing the pressure between the tank and train pipe. 4

2. In an air brake equipment for cars, the combination with a train pipe, a main pressure tank, and brake mechanism, a tri le valve for controlling the communication 0- tween the main tank and brake mechanism, of means for automatically-equalizing the pressure between the train pipe and tank.

3. In an air brake equipment for cars, the combination with a train pipe, an air tank,

and a brake mechanism, of a triple valve, for

controlling the supply of pressure to the brake mechanlsm, and means controlled by variations 1n train. plpe pressure for equalizing the pressure between the tank and train I brake mechanism and a triple valve having pipe.

4. In an air brake equipment for cars, the combination with a train pipe, an air tank and brake mechanism, of means for controlling the train pipe pressure, and means con-- trolled byvariations in train pipe pressure for equalizing the pressure between the train pipe and tank.

5. In an air brake equipment for cars, the combination with a train pipe, an air tank, and a brake mechanism, of means for controlling the train pipe pressure, means controlled by variations in the'train pipepressure for controlling the supply of pressure tothe brake mechanlsm, and means controlled by the brake pressure controlling means for equalizing the pressure between the tank and train pipe.

6. In an air brake equipment for cars, the combination with a train pipe, an air tank and a brake mechanism, of a triple valve for controlling the supply of pressure to the brake mechanism, and arranged to be controlled by variations in the train pipe pressure, means for controlling the tram pilpe pressure, and means initially controlled said valve for equalizing the tank and train pipe pressure.

In an air brake equipment for cars, the combination with a train. pipe, a tank and a brake mechanism, of a triple valve for controlling the supply of pressure to the brake mechanism, an equalizing valve havingconnections respectively with the tank and train pipe, a cut-oil valve for controlling said connections, said cut-oft valve being controlled by the equalizing valve.

S. In an air brake equipment for cars, the combination. with a tram pipe, a tank, a

brake mechanism, and a triple valve, of anequalizing valve having connections respectively with the tank and train pipe and a cut-off valve for controlling communicatlon between said connections.

9. In an air brake equipment for cars, the combination with a train pipe, a tank, a brake mechanism and a triple valve, of an equalizing valve having connections respectively with said tank and train pipe, an auX- iliary power medium operating on said valve and automatic devices for controlling com munication between said connections.

10. In an air brake equipment for cars, the

combination with a triple valve, a tank, a brake mcehanisn'i and a triple valve, of an equalizing valve having connection with the tank and train pipe respectively, means -ar' ranged to exert a pressure upon said valve in opposition to the tank pressure and automatic devices controlled by the triple valve for controlling communication between said connections.

11. 4 In an air brake equipment for cars, the combination with a train pipe, a tank, a

the combination witha train pipe, a tank,

brake mechanism, and a triple valve, of con% nections between sai'dtank and train pipe, and means arranged in said connections, and controlled by the conjoint action of the train pipe and tank pressure for equalizing said pressures and a cut-off valve'for controlling said means.

14. In an air brake equipment forcars, the com ination with a trainpipe, a tank, brake mechanism, and a triple valve, of pressure equalizing connections betweenthe tank and train pipe and an automatic cut-oft mechanism for said connections.

15. In an air brake equipment for cars, the combination with a train pi e, a tank, brake mechanism, and a triple va ve, of prestank and train pipe,'cut-off means arranged in such connections and a valve for control ling said cut-off mechanism.

16. In an air brake equipment for cars, the combination with a train pipe and tank, of pressure equalizing connections therebetween, and pressure means for automatically controlling said connections. I

' In'an air brake equipment for cars, the combination with a train pipe and tank, of pressure equalizing connections therebetween, and means controlled-by variations in the train pipepressure for automatically I controlling sald connections.

v1S8. In an air brake equipment for cars, a tram pipe and a tank, pressure equalizing connections therebetween, a cut-off valve for said connections, and means for automatically controlling said cut-0H valve.

19. In an air brake equipment for cars, a traincpipe and a tank, pressure. equalizing connections therebetwe en, a normally closed cut-oft valve arranged in said connections, and means for automatically operating said valve.

20. In an air brake equipment for cars, a train pipe and a tank, pressure equalizing connections therebetween, a cut-off valve arnnged in said connections, a spring arranged to normally maintain said spring in position to close said connections, and means for supplying train pipe and tank pressures to sald valve to operate the same.

sure equalizing connections between said 21. In an air brake equipment tor cars, a train pipe and a tank, pressure equalizing connections thercbetween, a cut-01f valve for said connections, and an equalizing valve for controlling said cut-oil valve.

22. In an air brake equipment for cars, a train pipe and a tank, pressure equalizing connections therebetween a cut-off valve arranged in such connections, said valvebeing normallyclosed and adapted to be opened by the conjoint action of the train pi e and tank for controlling said pressure equalizing. con

pneumatically operated means nections.

25.' In an air brake equipment for cars, the combination with a tank on each car, a triple valve and a brake mechanism on each car, of a train pipe for controlling the brake mechanisms, and means initially controlled by said valve for equalizing the pressure in the tanks through said train pipe.

26, In an air brake equipment for cars, the combination of a pressure tank and a brake mechanism on each car, a train pipe, means for controlling the train pipe pressure, and

or equalizing the pressure in the tanks through the said train pipe. v i

27. In an air brake equipment for cars, the combination of a pressure tank on each car, a train pipe, pressure equalizing connections between the tanks and the said train pipe, automatic pneumatically operated means controlled by variations in train pipe pressure for controlling said pressure e ualizing con;

nections, and means for contro ling the pres sure in the train pi e. a

28 In an air. bra e equipment for cars, the combination of a pressure tank on each car, a train pipe having connections with all the tanks, and including means for. controlling the pressure in said train pipe, and pressure equalizing connections, between the tanks and said train pipe.

29. In an air brake equipment for cars, the combination of a pressure tank and a brake mechanism on each car, a train pipe having connections witheach tank and including means for controlling the pressure in said train pipe, means controlled by variations in the train pipe pressure for controlling the op- I eration of the brake mechanisms, and pressure equalizing connections between said tanks and said train pipe, said pressure equalizing connections also controlled by variations in the train pipe pressure.

In testimony whereof I have hereunto set my hand in the presence of the subscribing witnesses, on this 28th day of March A. D., 1907.

JosEPH KLEIN, S. O. DARBY. 

